JP3066969B2 - Electric vehicle drive - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Object of the Invention] (Industrial application field) The present invention relates to a drive device for an electric vehicle, more specifically, a primary winding connected to an overhead wire and a unit of two groups and four sets. A transformer having a secondary winding, an AC terminal provided for each unit secondary winding, an AC terminal connected to the unit secondary winding, and a DC terminal connected in parallel to each of two sets of unit secondary windings forming a group. An electric car having two groups and four sets of converters, two sets of inverters connected to converter DC terminals for each group, and two drive AC motors individually connected to these inverters. It relates to a driving device.

(Prior Art) FIG. 3 shows a circuit configuration of a drive device of this type which is conventionally generally used as an electric vehicle driving device. In the drive device of FIG. 3, two AC motors are used for driving an electric vehicle.
1A, 1B. AC power is received from the overhead line 2 via the pandagraph 3 by the transformer 4. The transformer 4 is 1
Sets of primary windings P and four sets of unit secondary windings S11, S12, S21, S2
Have two. Both unit secondary windings S11 and S12 constitute a first group of secondary windings S1, and both unit secondary windings S21 and S22 constitute a second group of secondary windings S2. The first unit secondary winding S11 is connected to the AC terminal of the first converter 5A, the second unit secondary winding S12 is connected to the AC terminal of the second converter 5B, and the third unit secondary winding
S21 is connected to the AC terminal of the third converter 5C, and the fourth unit secondary winding S22 is connected to the AC terminal of the fourth converter 5D. The first and second converters 5A and 5B are connected in parallel on the DC side, and are connected to the filter capacitor 6A and the DC terminal of the first inverter 7A. Similarly, the third and fourth converters 5C and 5D are connected in parallel on the DC side, and include a filter capacitor 6B and a second inverter 7B.
Is connected to the DC terminal of The DC terminal of the first inverter 7A is connected to the first AC motor 1A, and the AC terminal of the second inverter 7B is connected to the second AC motor 1B.

The AC motors 1A and 1B may have both powering and braking operation modes. In power running mode, both groups of converters
5A, 5B and 5C, 5D are each controlled to perform a rectifier operation with a constant voltage output, and inverters 7A, 7B are controlled to perform a so-called VVVF type inverter operation that outputs a variable voltage / variable frequency AC voltage Is done. In the case of the control operation mode, inverters 7A and 7B are controlled to perform rectifier operations, and converters 5A and 5B and 5C and 5D are controlled to perform inverter operations.

In the driving device shown in FIG. 3, two sets of converters 5A, 5B through 5B are provided for one set of inverters 7A, 7B.
5C and 5D are provided, and correspondingly, the transformer 4 is provided with a set of unit secondary windings for each converter. Thus, for one set of inverters 7A and 7B, two sets of converters 5A,
5B to 5C and 5D are provided for the reason of waveform control. Each of the converters 5A to 5D and the inverters 7A and 7B is provided with a control device, but is not shown.

In this type of electric vehicle drive device, reduction in weight is required to reduce the weight of the entire vehicle, and the components of the drive device are also adjusted so that the weight of each vehicle forming the train is equalized as much as possible. It is required to be distributed and mounted on each vehicle. In order to satisfy this requirement, an arrangement as shown in FIG. 4 is employed.

FIG. 4 shows an example of a three-car train composed of vehicles 10A, 10B and 10C, and a second vehicle 10B located at the center.
A pandagraph 3 and a transformer 4 are mounted on the vehicle, and circuit components from a converter to an AC motor are separately mounted on first and third vehicles 10A and 10C located before and after the panda graph 3 and the transformer 4, respectively. That is, the first vehicle 10A includes the converters 5A and 5A.
B, a filter capacitor 6A, an inverter 7A, and an AC motor 1A are mounted.
C, 5D, a filter capacitor 6B, an inverter 7B, and an AC motor 1B are mounted.

The circuit configuration shown in FIG. 3 reflects the result of considering that the weight is distributed as equally as possible to the three vehicles 10A, 10B and 10C by dispersing and mounting as shown in FIG. That is.

(Problems to be Solved by the Invention) There is a magnetic coupling between the unit secondary windings S11 to S22 of the transformer 4, and the unit secondary windings share the impedance of the primary winding. Therefore, a load fluctuation of a certain unit secondary winding causes a change in a terminal voltage of another unit secondary winding and an equivalent impedance of the unit secondary winding. for that reason,
A sudden change in the load in the current circuit of one AC motor causes a sudden change in the terminal voltage or equivalent impedance of the unit secondary winding in the current circuit of the other AC motor, giving an excessive disturbance to the control system or abnormalities such as overcurrent. Or cause it. Factors of the sudden change in load include the operation of the protection device due to slippage of the wheels and detection of other abnormalities.

The present invention has been made in view of the circumstances described above,
An object of the present invention is to provide an electric vehicle drive device capable of reducing mutual interference between current circuits without complicating a control system or increasing the weight.

[Configuration of the invention]

(Means for Solving the Problems) In order to achieve the above object, a drive device for an electric vehicle according to the present invention comprises a primary winding of a transformer composed of two groups of partial primary windings connected in parallel with each other, Each partial primary winding is structurally divided into three sets of unit primary windings, and the unit secondary windings are spatially arranged so as to intervene between the two unit primary windings. .

Further, the present invention provides a transformer having a primary winding connected to an overhead wire and a plurality of groups of unit secondary windings, a converter connected to each unit secondary winding, and a converter for each group of the plurality of groups. In an electric vehicle drive device including an inverter connected to an output terminal of the electric vehicle and an AC motor rotated and driven by the inverter, the primary winding of the transformer has a number of parts corresponding to a group of unit secondary windings. While dividing into primary windings, both partial primary windings are connected in parallel, and at least a part of each partial primary winding is placed between the unit secondary winding of each group and the unit secondary winding of the other group. The arrangement is characterized in that magnetic coupling between each group between the unit secondary windings is reduced.

(Operation) According to the above-described winding configuration of the transformer, the two groups of unit secondary windings have reduced magnetic coupling to each other when viewed from the secondary side of the transformer. This is equivalent to using one transformer, and the mutual interference between the current circuits of both groups can be greatly reduced.

(Example) Hereinafter, the present invention will be described in more detail with reference to the drawings.

FIG. 2 is a circuit diagram showing an embodiment of the present invention. The feature of this embodiment lies in the transformer 4 part. That is, the primary winding of the transformer 4 is composed of two groups of partial primary windings P1, P
This embodiment is characterized in that it is divided into two, and both partial primary windings P1 and P2 are electrically connected in parallel. Other components are the same as those in FIG.

FIG. 1 shows an example of the winding arrangement of the transformer 4. The first partial primary winding P1 is further divided into three unit primary windings P11, P12, P13, and the second partial primary winding P2 is divided into three unit primary windings P21, P22, P23. ing.

The unit secondary winding S11 is arranged between both unit primary windings P11 and P12, and the unit secondary winding S12 is arranged between both unit primary windings P12 and P13. Similarly, the unit secondary winding S21 is arranged between both unit primary windings P21 and P22, and the unit secondary winding S22 is arranged between both unit primary windings P22 and P23.

By adopting such a transformer winding structure, the characteristics seen from the secondary side of the transformer become equivalent to using a separate transformer for each current circuit, and the primary winding impedance is shared. Mutual interference between the two current circuits can be prevented. That is, the unit secondary winding S1 of one current circuit
1, S12 (S21, S22) is the unit secondary winding S2 of the other current circuit
Magnetic coupling to 1, S22 (S11, S12) is greatly reduced,
Therefore, it is possible to avoid a situation in which a sudden change in the load of one current circuit has a large effect on the other current circuit. Even with such a winding structure, the transformer does not increase significantly.

〔The invention's effect〕

According to the invention, the magnetic coupling of the unit secondary windings of one group of transformers to the unit secondary windings of the other group is greatly reduced, whereby both current circuits by sharing the primary winding impedance are obtained. Therefore, it is possible to prevent a situation in which a sudden change in the load of one current circuit has a large effect on the other current circuit.

[Brief description of the drawings]

FIG. 1 is a winding arrangement diagram showing an example of a winding arrangement of a transformer in an electric vehicle drive device according to the present invention, FIG. 2 is a circuit diagram showing an embodiment of an electric vehicle drive device according to the present invention, and FIG. FIG. 4 is a circuit diagram showing a conventional electric vehicle driving device, and FIG. 4 is a conceptual diagram showing an example of distributed mounting of components in each vehicle in the driving device of FIG. 1A, 1B …… AC motor for driving, 4 …… Transformer, P1, P2 ……
Partial primary winding, P11, P12, P21, P22 ... Unit primary winding, S1
1, S12, S21, S22 ... Unit secondary winding, 5A, 5B, 5C, 5D ... Converter, 7A, 7B ... Inverter.

Claims (2)

(57) [Claims] A primary winding connected to an overhead wire and a second group and a fourth group.
A transformer having a set of unit secondary windings, and two sets of unit secondary windings provided for each of the unit secondary windings and having an AC terminal connected to the unit secondary winding and a DC terminal forming the group Two groups and four sets of converters connected in parallel for each group, and two sets of inverters connected to the converter DC terminals for each group,
In a control device for an electric vehicle including two sets of driving AC motors individually connected to these inverters, the primary winding of the transformer is composed of two groups of partial primary windings connected in parallel with each other. At the same time, each partial primary winding is structurally divided into three sets of unit primary windings, and the unit secondary windings are arranged so as to be spatially interposed between the two unit primary windings. Characteristic electric vehicle drive device. 2. A transformer having a primary winding connected to an overhead wire and a plurality of groups of unit secondary windings, a converter connected to each of the unit secondary windings, and a plurality of unit secondary windings, respectively. An electric vehicle drive device comprising: an inverter connected to an output terminal of the converter for each group of windings; and an AC motor rotationally driven by the inverter, wherein the primary winding of the transformer is The primary windings are divided into a number of partial primary windings corresponding to the group of the secondary windings, and both partial primary windings are connected in parallel. An electric vehicle drive device, wherein at least a part of each of the partial primary windings is disposed therebetween to reduce magnetic coupling between the groups of the unit secondary windings.